Gasoline barge



March 26, 1946.

J. D. RAUCH GASOLINE BARGE Filed Jan. 8, 1944 e Sheefs-Sheet i March 26', 1946 J. D. RAUCH GASOLINE BARGE Filed Jan. 8, 1944 6 Sheets-Sheet 2 March 26, 1946.

J. D. RAUCH GASOLINE BARGE Filed Jan. 8, 1944 e Sheets-Sheet s March 26, 1946.

J. D. RAUCH GASOLINE BARGE 6 Sheets-Sheet 4 Filed Jan. 8, 1944 7 w N w 1 L 11111 w 7 l! I .ivllfl T Nw n u u m Q m Q v 0- O 0 0; 9 {Tl VQ MAN March 26, 1946 J. D. RAUCH GASDLINE BARGE Filed Jan 8, 1944 e SheQts-Sheet 5 March 26, 1946. J. D. RAUCH GASOLINE BARGE 6 Sheets- Sheet 6 Filed Jan. 8, 1944 Patented Mar. 26, 1946 GASOLINE BARGE John D. Ranch, Fort Wayne, Ind., assignor to The American Steel Dredge Company, Inc Fort Wayne, Incl, a corporation Application January 8, 1944, Serial No. 517,563

Claims.

This invention pertains to barges of metal and sectional construction and involves an improved type of water craft of the above class designed primarily for transportation of gasoline, or like liquids.

The primary objects of my invention have been to provide a barge construction capable of being transported in knocked-down units or sections of standardized construction readily stored in the holds of ships, the sections adapted to be quickly put together at the place of intended use to afford a water-tight hull structure, and compartmentized to provide water-tight chambers for gasoline with special provisions to prevent leakage of water into the gasoline chambers; also to provide a structure peculiarly adapted to enable the welding as well as bolting of certain units or sections in the field preliminary to launching of the barge for its actual use in the water.

My invention, among other matters of detail construction, additionally involves the provision of a novel construction of false or sub-bottom for the cargo compartments, same having special facility for being welded in the field or the place of use; a new arrangement and mode of connection of longitudinal and transverse bulkhead features providing the needed gasoline compartments or chambers, permitting shifting of a portion of the gasoline transversely of the hull from one or more side compartments to the other or others but preventing any shifting of the fluid contents from rear to forward compartments or vice versa; special valve provisions to establish communication between certain gasoline compartments and one from which the liquid is directly pumped so the liquid may pass from the said first compartments to the last one in the operation of discharging the liquid cargo of the barge at the place of use or storage, together with other novel features of constructional details aifording a practical and efficient barge of the class set forth. 7

My barge is singularly adapted for the purposes of naval equipment useful in the present war operations of our country in divers remote places over the entire world, and by reason of its sectional design the various units thereof may .be quickly assembled in the field and united in a water-tight manner by unskilled lavor, excepting those who perform the welding operations.

For a full understanding of my invention and the consequential features of the barge construction, reference is to be had to the following description and to the accompanying drawings, in which:

Figure 1 is a deck or top plan view of my barge largely bare as to any deck equipment.

Figure 2 is a side elevation of the same.

Figure 3 is a somewhat diagrammatic sectional view longitudinally through the barge, taken about on the line 3-3 ofFigure 1.

Figure 4 is an enlarged view of a portion of the longitudinal bulkhead seen in Figure 3, showing mainly the butt bar connectors between adjacent bulkhead panels or sections.

Figure 5 is an enlarged fragmentary transverse sectional view showing more particularly the side, deck, and bottom general construction.

Figure 6 is a sectional view showing particularly the longitudinal bulkhead and transverse bulkhead panels in their operative relation when set up for use.

Figure 7 is a sectional view showing the transverse joining method between two deck panels.

Figure 8 is a view like Figure '7 except it discloses the longitudinal joining of the deck panels.

Figure 9 is a fragmentary transverse section disclosing the side joint connections at the top of the rake end bulkhead.

Figure 10 is 'a fragmentary elevational view of the butt joint means for the longitudinalbulkhead panels, illustrating the welding technique therefor.

Figure 11 is a sectional view of the line l [-1 l of Figurel.

Figure 12 is a plan view of the various subbottom panels in general relation when installed, showing the arrangement of the plug weld openings, and overlapping continuously welded edge connections.

Figure 13 is a detail fragmentary section of the bottom joint for the end transverse bulkhead at point of attachment to the longitudinal bulkhead.

Figure 14 is a fragmentary section on the line 14-14 of Figure 13.

Figure 15 is a fragmentary section of the deck and midship bulkhead joint.

Figure 16 is a fragmentary perspective showing the relation of the deck panels and longitudinal bulkhead; a rest bar to temporarily support an adjacent panel at the end also illustrated.

Figure 17 is a perspective diagrammatic view of an assembly of bottom sections or panels previous to emplacement, of the sub-bottom plates, disclosing the staggering of the panels.

Figure 18 illustrates a cut-off valve mechanism controlled communication between two cargo compartments, barge structure and some valve parts in section.

Figure 19 is aplan of the barge structure in Figure 18, valve features omitted.

Figure 20 is a fragmentary section of the side joint at the bottom of the midship transverse bulkhead.

Figure 21 is a sectional view on the line 2 l2l of Figure 20.

Figure 22 is a fragmentary sectional view showing more clearly how the transverse bulkheads are sealingly welded to stiffening angles applied to the inner faces of the sides of the barge.

Referring to Figures 1 and 2, the general formation of my barge is clearly shown, including particularly the arrangement of the transverse deck panels I and 2, one short and one long. These panels are disposed end to end and the longer ones are arranged with the shorter ones therebetween inside by side disposition. Thus the deck panel joints are staggered, and the longitudinal bulkhead shown dotted at 3 supports the inner ends of the longer panels, said inner ends in turn being fixedly secured to and supporting the inner ends of the short panels.

The barge sides comprise side plates 4 having large pressed-out corrugations or hollow ribs 4a to reinforce them in addition to the employment of the top angles 5, bottom angles 6 (respectively carried by deck and bottom panels to be later described) and upper and lower stiffening ledge angles 1 and 8 respectively, welded to the inner faces of the plates 4, as seen best in Fig. 5.

It is contemplated that my barge hull as shown in the drawings shall be divided into four cargo compartments by the longitudinal bulkhead 3, and three transverse bulkheads 9, I0, and H, see dotted line locations in Figure 1.

At the opposite ends the hull is raked upwardly to provide the bow I2 and stern [3 at which are located interior bow and stern compartments l4 and I5 respectively, separated by the end transverse bulkheads II and 9, respectively, from the adjacent cargo compartments. The stem compartment I5 is equipped with a seacock for admitting sea water into the stern compartment I5 when desired, as when to assist in lowering the barge at the stern end to cause flow of gasoline or liquid cargo from three of the cargo compartments to one adjacent the stern compartment from which the entire gasoline cargo will be pumped for discharging the said cargo.

The stern compartment is internally braced by brace plates l6 and angle braces I! that form no part of the present invention, see Figure 3.

Figure 2 shows how the side plates 4 of the hull or barge are joined by the butt bars shown best in Figure 2. The side plates or panels 4 are connected by welded butt bars I8a welded to the plates 4 along the lines I82) and 180.

Referring now to Figure 5, it will beseen that the side panels or sections of the hull are rendered very rigid by the welded ledge angles 1 and 8 and the added vertical. stiffening angles l9 located at intervals along the entire length of the plate or panel 4. So assembled these are the side units as shipped for assembly at the site of erecting the barge, to be later joined at the top to the deck panels I and/or 2, and to the bottom panels later described.

Figure 5 also shows how the deck panels or sections including either a plate I or 2.(the panels are made alike save for their lengths) are reinforcd by the deck stiffening channels running lengthwise of each panel and transverse to the hull. The deck panels carry the plate supporting angles 5 to be fastened to the side plates 4 after interposing the gasketing material 2| between abutting surfaces. Figure 7 shows how the channels 28 are fastened back to back to provide the deck transverse joints.

In Figures 5, 6 and 17 the bottom structure or 7 ing angles 23 permanently welded to the plate 22.

In assemblage, spaced angles 24, see Figures 5 and 6, are tack-welded at 25 in the field to the upper surfaces of the stiffening angles or bars 23 and between the angles 24 is received and fastened influidtight connection the'lower edge of the longitudinal bulkhead plates 3. 24 extend the entire length of the bottom of the hull. Likewise, at the top of the bulkhead 3 its panels or plates are received between spaced angles 2E and fastened thereto with fluidtight connections, said angles 26 being bolted to the under sides of the lower flanges of .the stiffening deck channels 29.

Figure 10 shows how the plates of the longitudinal bulkhead 3 are connected at the field of erection by butt bars 2?. Each plate or panel has a butt bar welded permanently thereto at.

21a when shipped. In setting up the panels of the longitudinal bulkhead the bar 2? of one plate is welded to the next adjacent plate at the weld joint 2121, see Figure 10, running to the angles 26 above and the angles 24 below.

Figure 6 discloses that the transverse bulkhead plates 9a and 91) make up the transverse bulkhead 9 previously referred to. The plates 9a and 9b extend from the longitudinal bulkhead at op'- posite sides thereof to the side plates 4 of the hull. At its upper edge each plate ea and 9b is received in fiuidtight connection with certain of transverse deck stiffening channels 20 which, as

seen in Figure 6, virtually form continuations of.

the plates 9a and 9b at their cut out top portions 9a, and 911. provided to clear the midship angles 26. This construction separates the two rear cargo compartments of the hull in a fluidtight manner from the stern compartment so that no gasoline may flow over the bulkhead 6 betweensaid compartments. tion is used for the center transverse bulkhead l0 and the opposite endbulkhead II it will be seen that the gasoline in the two forward cargo compartments and the two rear cargo compartments cannot flow over the bulkhead It in either direction fore or aft. And the gasoline cannot flow from the forward cargo compartments into the bow compartment I2 for the same reason; But since the longitudinal bulkhead 3 does not have its panels or plates extending to the planes of the deck plates I and 2, gasoline in small amounts may splash over the bulkhead 3 transstruction completely water-tight to exclude seawater from possible dilution of the valuable gas oline cargo, rendering the latter useless; also of course the requirement of cargo carrying compartments from which the gasoline cannot posg sibly leak, and from which the gasoline cannot shift to disastrously affect the progress or stabil- The angles Since this same construe ity of the barge under ordinary sea-going conditions, or in rough weather.

My barge construction has solved the foregoing problem by a highly efficient hull structure as heretofore described in part, and by the employment of a sub or false bottom now to be described.

In Figures 13 and 14 it will be seen that the longitudinal bulkhead 3 at the rake ends of the hull is joined with the transverse bulkhead plates or panels at the bottom portion, as described largely in respect to the showing of Figure 6. These figures also show the sub-bottom which is best disclosed in Figure 14, Figure 12, and Figures 20 and 21 as comprising a series of subbottom plates 29 overlapping and welded together by continuous welded joints where they overlap; also certain plates of each series where they overlap the angles 24 are welded with continuous joints to these angles for establishing water or gasoline tight connections. Figure shows how said plates 29 are supported by the bottom angles 23 and are overlapped onthe ledge angles carried by the inner faces of the sides or plates 4 near the bottom, all to make a sub-bottom efiectively sealed against out-leakage of gasoline, or inleakage of Water from the space between the real bottom 22 and the sub-bottom made up of the plates 29.

Figure 12 illustrates how the plates 29 are arranged to make up the necessary sub-bottom sections for the four cargo carrying bulkhead compartments. Openings 30 at intervals in the plates 29 provide for plug or spot welding these plates to the various transverse bottom stiffening angles 23 located at intervals above the bottom panels 22 and in unit construction with the latter. Thus there is provided a structure of bottom for the hull made up of under bottom panels and spaced upper sub-bottom panels or plates so welded to the bottom stiffeners 23, to the bulkhead angles 24, and to the ledge angles 8 as to afford the required air and watertight features above referred to.

The seacock valve control means 3 I, see Figure 1, is located in rear of the stern transverse bulkhead 9, and is used to flood the stern compartment for the purpose of raising the bow of the barge to facilitate running up on the shore or beach in landings.

The stem compartment 15 and bow compartment [4 do not have any sub-bottom structure since they are not liquid cargo carrying chambers.

In Figure 1 there will be seen that .I provide three cut-off valves 32 for cutting off and establishing communication between the two forward cargo compartments and the two rear such compartments, and between the rear starboard cargo compartment and the rear port cargo compartment. By opening these valves when the cargo is to be discharged, the gasoline is drained from the forward cargo compartments and rear starboard compartment and permitted to flow into the rear port compartment with which last is connected a suitable power pump, not shown, that pumps the entire liquid cargo from the barge directly from said aft port compartment.

In Figures 18 and 19 there is shown the cutofi valve construction which may be of any conventional type. As shown, the valve means consists of a base plate 33 mounted on the subbottom of a cargo carrying compartment above a sump 34. A guide yoke 35 extends upwardly from the base plate 33 and a valve 36 controls I claim as new and desire to secure by Letters Patthe'opening and closing of the valve opening at the seat 31. The-sump 34 extends across the'underside 0f the transverse bulkhead [0 for the purposes of the two forward valves 32, and estab lishes communication by an opening 38 between one cargo carrying compartment and that next adjacent. In respect to the rear valve means 32 the sump 34 extends across the longitudinal bulkhead 3. The valve means in respect to all of the valve control devices 32 are identical. A detachable stem 39 operable by a hand wheel 46 accessible from above the deck comprising the panels I and 2 enables operation of the valve 36 to open and close the same. In the transportation of the liquid cargo, the valves 36 and all the valve devices 32 remain closed. After reaching the place of discharge of the liquid cargo, both forward valve means 32-36 may be opened to cause the forward port gasoline compartment to drain into the rear port gasoline compartment and.

cause the gasoline in the forward starboard compartment to drain into the rear starboard compartment. Then, by opening the aft valve control means 32 the rear starboard cargo compartment may be caused to drain into the port rear cargo compartment and from the last mentioned compartment the pumping means will be used to discharge the entire gasoline or liquid contents of the various compartments. The employment of the valve devices just described and shown particularly in Figures 18 and 19 avoids the necessity of utilizing pumping means for each of the cargo compartments or providing special means of connecting a single pump directly into all of the cargo carrying compartments.

It will be noted from Figure 6 that there are provided T-members or angles 42 plug welded to angles 23, 24, 43, and I 9. The stiffening angles 43 extend between the upper angles 26 and the lower angles 24 and. provide welded sealing means between the inner edges of the transverse bulkhead plates and the longitudinal bulkhead similar to the provision of the stifiening angles I9 on the inner faces of the side plates 4, which stiffening angles are likewise welded with sealed connection to the outer edges of the transverse bulkhead plates 9a and 9b, as the case may be, and to the T-angle member 42 adjacent thereto.

It is to be understood that certain sections of the assembled construction units of my barge may be connected either temporarily or permanently by bolts with grommets, that between contacting portons of the sections making up the bottom, side, and end structures of the barge, as well as certain contacting portions of the stiffening bars and channels and bulkhead units plastic cement and/or gaskets will be applied before these parts are put together and bolted together, or welded together. The most suitable types pf welds may be employed for uniting the parts where they have'been described or shown as being welded, and under certain conditions where nuts pass through the plates or panels to points external to the barge, welds may be employed over the nuts for insuring water and airtightness, of the structure.

Having thus described my invention, what I ent of the United States, is:

1. A barge of the class described, Comprising a body made up of assembled side units or panels, a main bottom comprising assembled bottom panels including bottom plates and transverse stiffening angles attached thereto, said bottom being united with the side panels at the lower the side panels near the bottom portions thereof and at their inner sides and spaced from the plates of the bottom panels, and a sub-bottom comprising assembled panels or plates supported on the stiffening angles of the main bottom panels and upon the ledge angles of the side panels and sealingly connected together and to the said ledge angles.

2. A barge as claimed inclaim 1, combined with a longitudinal bulkhead comprising assembled panels sealingly connectedtogether at their adjacent vertical edges in alignment with one another, angle bars disposed longitudinally of the barge and welded to the upper sides of the stiifening angles of the bottom panels and receiving therebetween the lower edges of the assembled plates of the longitudinal bulkhead, and welded connections between the sub-bottom plates and said angle bars for the .longitudinal'bulkhead to establish a seal connection between the longitudinal bulkhead and the sub-bottom plate or panel members.

3. A barge comprising a body made up of a bottom, deck, and side units, each of said units comprising assembled series of panels or plate members, the bottom unit including a main bottom composed of assembled units each comprising a bottom plate and transverse bottom stiffening angles on the upper sides of the bottom plate, the side panels of the barge having ledge angles extending inwardly therefrom over the stiffening angles and disposed longitudinally of said side units, and a false bottom for the barge comprising a series of plates or panel members welded together in overlapping relation and plug welded to the stiffening angles of the bottom.

4. A barge construction as claimed in claim 3, including a longitudinal bulkhead extending over th bottom units aforesaid and made up of assembled panels or plates longitudinally aligned and sealingly connected with one another, angle bars resting on and welded to the various stiifening angles of the bottom units or panels, and

welded connections between the false bottom plates and said angle bars disposed on the stiffening angles aforesaid.

5. A barge construction'as claimed in claim 3,

including a longitudinal bulkhead extending over the bottom units aforesaid and made up of assembled panels or plates longitudinally aligned and sealingly connectedwith one another, angle bars resting on andv welded to the various stiffen ing angles of the bottom units or panels, welded connections between the false bottom plates and said angle bars disposed on thestiffening angles aforesaid, and transverse bulkheads located at the front, rear, and middle portions of the barge body and extending transversely to the longitudinal bulkhead, said transverse bulkheads being sealingly united to the false bottom plates. or panels above the bottom stiffening angles aforesaid. a

6. A barge construction comprising a body made up of sides, each side including a series of assembled side panels, a bottom comprising an assembled series of bottom panels including main bttorn plates and superposed connected stiffening angles running transversely of the bottom, a longitudinal bulkhead comprising assembled panels or plates and running longitudinally of the body above the bottom panels and resting on the stiffening angles of the latter, angle bars carried by the stiffening angles at the lower edges of the therewith, and a sub-bottom comprising overlapped welded plates having welded connections at their longitudinal edges to the angle barsat the base of the longitudinal bulkhead, and to the inner portions of the panels of the sides of the barge and having welded connection also at intervals to the upper surfaces of the bottom stiffening angles of the bottom panels. 7

7. A barge tructure as claimed in claimfi, combined with transverse bulkhead members extend ing across the barge body at opposite sides of the longitudinal bulkhead and connected with the latter, said, transverse bulkheads having sealed connections to the sub-bottom plates, and a deck supported above the transverse and longitudinal bulkheads and connected at its sides to the side units or panels of the barge sides.

8. In a barge ofthe class described, in combination, a bottom structure, sides, said bottom structure including a main bottom and sub-botpanels, said stiifening members being joined at their undersides to the longitudinal bulkheacLand transverse bulkheads extending from opposite sides of the longitudinal bulkhead, said transverse bulkhead being sealingly united at their inner,

edges to the longitudinal bulkhead, having their upper edge received between stiffening members of the deck panels, sealingly united at their outer edges to the sides, and sealingly united at their bottom edges with the sub-bottom.

9. A barge construction as claimed inclaim a, in

which the spaces between the stiffening members of the deck structureform passagesbetween compartments separated by the various bulkheads,

. said passage above the longitudinal bulkhead.

10. In a barge, in combination, sides,'a bottom structure composed of a main bottom having transverse stiffening angle bars thereon, and a sub-bottom connected to said stiffening angles of the main bottom and spaced from the latter, a deck structure including panel units composed of deck plates having secured to the undersides thereof transverse stiifening channels in pairs at intervals, a longitudinal bulkhead extending lengthwise of the barge intermediate the, sides thereof, supporting means on the bottom stiffening angle bars sealingly connecting the same with the lower edge portion of the longitudinal bulkhead, connecting means between the upper edge of the longitudinal bulkhead and the said stiffening channels of the deck structure, transverse bulkhead mean including bulkhead plates extending in opposite directions from the longi- I tudinal bulkhead and received at their upper ends between spaced channels of a pair of the stifi' ening channels of the deckstructure, connecting means sealingly connecting the.lower edge por tions of the transverse bulkhead plates with the sub-bottom, and means sealinglyconnecting the vertical edges of the transverse bulkhead plates at the inner portions thereof with the longitudinal bulkhead and at the outer portions with the inner faces of the sides of the barge.

JOHN D- RAUCI-l. 

